Steering-gear for ships.



J. S. BLAUVELT.

STEERING GEAR FOR SHIPS.

APPLIoATIoN FILED JAN. 12

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Patented Aug. 22, 1911.

7 BHBETBHEET 1.

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J. S. BLAUVELT.

STEERING GEAR FOR SHIPS.

APPLICATION IILBD JAN.12, 1909.

1,001,840. Patented Aug. 22, 1911.

Sil/(655615:- M/ zam.

J. S. BLAUVELT.

STEERING GEAR FOR SHIPS.

APPLIOATION FILED 11111.12, 1909.

1,001,340, Patented Aug. 22, 1911.

7 SHEETS-SHEET 3.

J. S. BLAUVELT.

V STEERING GEAR POR SHIPS.

APPLIUATION FILED JAN.12, 1900.

1,001,340. v Patented Aug.22, 1911.

7 SHEETS-SHEET 4.

J. S. BLAUVELT. STEERING GEAR FOR SHIPS..

APPLIUATION Hum JAN. 12, 1909.

, 1,001,34 0 Patented Aug. 22, 1911.

7 SHEETS-Smm 5.

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72? gli 4 Jl S. BLAUVELT.

STEERING GEAR EoR SHIPS.

APPLICATION FILED JAN. 12, 1909.

J. S. BLAUVBLT.

STEERING GEAR EOE SHIPS.

APPLICATION FILED JAN. l2, 1909. 1,001,340, Patented Aug. 22, 1911.

'l sHEETs-BHEET '1.

cuLUMmA ILANOGIMPII cu.. WASHINGTON. IL cA "UNQTED WEAVER@ PATENT@FFlttlFa JOHN S. BLAUVELT, OF BUFFALO, NEW YORK, ASSIGNOR OF ONE-HALFTO DANIEL J. IVICCRORY, OF BUFFALO, NEW YORK.

STEERING-GEAR FOR SHIPS.

roomate.

Specification of Letters Patent.

Patented Aug. 22, 1911.

Application filed January 12, 1909. Serial No. 471,840.

To all whom it may concern.'

Be it known that I, JOHN S. BLAUVELT, a citizen oi. the United States7residing at llutli'alo, in the county ot' Eric and State ot New York,have invented a new and useful improvement in Steering-Gear for Ships,ol which the following is a specification.

This invention relates to a steering gear tor shi-ps.

ln the steering gears 'for ships as heretoitore constructed there ismore or less slack or looscness in the connection between the rudder andthe devices which ope 'ate or control the same which renders itimpossible to shitt the rudder promptly and reliably, nor is it possible`for the helmsman or stcersman to determine with certainty whether therudder responds to the controlling mechaiiism and is moving into theposition desired. In the steering gears here- 'toitore in use thc rudderis also held so rigidly in plaee that it does not ease otl' sutilcicntlyresulting` often in breakage of some ot the parts when the rudder issubjected to undue pressure.

rlhe object of this invention is to provide a steering gear of thischaracter which can be controlled with ease and certainty trom anydesired part ot the ship; which will cause the rudder to bcautomatically ar7 rested when the saine has been turned to the desiredposition; which enables the operator to determine the position andmovement et thc rudder, and which permits the rudder when subjectedtemporarily to undue strains to yield and then aiiitoinatically returnthe rudder to the position at which it had been set after the unduepressure on the same has been removed.

ln the accon'ipanying drawings consisting ot 7 sheets: Figure l is aside elevation, on a reduced scale, of my improved steering -gearapplied to a ship, the latter being shown by dotted lilies. Fig. Q is atop plan view of the same. Fig. 3 is a sectional top plan view ot thissteeringI gear, on an en larged scale. Fig. 4 is a diagrammatic vcrticallongitudinal section ot the primary and secondary cylindersI andconnecting parts oit the cut-ott1 mechanism. Fig. 5 is a top plan view,on a still larger scale, of the rudder, the pilot cylinder and theprimary cut oil' cylinder and connecting parts. Fig. (3 is a verticallongitudinal section oit' the pilot cylinder taken in line G-G, Fig. 5.

Fig. 7 is a vertical cross section in line 7-7, Fig. (5. Fig. 8 is avertical section el the valve mechanism :lor controlling the operationoit' the steering gear. Fig. t) is a top plan View ot' one ot' thesteering and indicating devices associated with this valve mechanism.Fig. l() is a horizontal section in line 10H10, Fig. S. Fig. ll iis aside elevation showing a niodilicd construction oit the valve mechanism.Fig. l2 is a vertical longitudinal section oit the same. Figs. 13 and llare vertical cross sections in the correspondingly numbered lines inFig. l2. Fig. 15 is a itragmentary hmfizontal section in line Yli--lt'aFig. 13. Fig. lo a detached top plan view olf the cut oil' Valveemployed in the construction shown in Figs. 11i-l5. Fig. 'li is asectional top plan view showing a modilicd construction o'l the pilotand 'priinary cut-oit' cylinders. Fig. 18 is a vertical transversesection in line lS-.l8, Fig. 17.

Similar letters ot' relercncc indicate correspoinling parts throughoutthe several views.

A represents the rudder Awhich is mounted to turn horizontaliv on thestern ot the ship (a in any suitable manner land l the rudder postprojecting upwardly from the upper end of the rudder above the adjacentdeck As shown in Figs, 4l-el, the upper end oit the rudder post hassecured transversely thereto a tillcr having two arms C, C1 whichproject horizontally in opposite directions tron'i the rudder post, butit' desired this tillcr may be otherwise constructed. rlhe arm C oit thetillcr is comparatively long and iis operatively connected with thedevices whereby thc rudder is shifted into dilt'erent positions whilethe other arm C1 oi' the tillcr is comparativcly short and con ncetedwith the devices whereby the lpressure medium is automatically cut-oilfrom the rudder shitting mechanism.

The motor which is under thc control ot the hehnsman or stccrsman 't'orshitting the rudder may be variously constructed but that shown in Figs.i, Q, 23, 5, (S and T, is constructed as follows: l) represents ahorizontal pilot cylinder which is preferably arranged lcngthwise abovethe deck and pivotally supported so that it is capable oit oscillatingor rocking in a horizontal plane. (Z is a piston arranged in thecylinder and connected with the long arm C oit the tillcr by means of apiston rod (Z1 passing through the rear head of the cylinder D. Althoughthe pilot cvlinder may be pivotally supported in various ways so as topermit it to change its position to correspond with the varying positionof the tiller, the means for this purpose shown in the drawings aresuitable and comprise vertical trunnions 032, cl3 arranged centrally onthe upper and lower sides of the pilot cylinder, and a standard Esecured to the deck and provided with upper and lower bea-rings e, el inwhich said trunnions of the pilot cylinder are journaled.

Upon admitting` an actuating medium such as water, oil or other liquidunder pressure into one end or the other of the pilot cylinder thepiston therein will be moved either forwardly or backwardly and therebyturn .the rudder connected therewith through the medium of the tillerand piston rod in one direction or the other. Although the character ofthe pressure medium for this purpose may be varied I prefer to employoil or other liquid which is not liable to freeze at low temperature. Asthe live or active pressure medium is admitted to one end of the pilotcylinder for moving the piston therein away from the end of thecylinder, the spent pressure medium is permitted to escape from theother end of the cylinder. In order to permit of supplying andwithdrawing the pressure medium into and out of opposite ends of thepilot cylinder and at the same time permit the latter to oscillatefreely on its trunnions, this cylinder is provided with two branchpassages or conduits f, f1 one passage f of which extends from the frontend of the cylinder to the center of the upper trunnion Z2 while theother f1 extends from the rear end of the cylinder to the center of thelower trunnion Z3 and with these trunnions are respectively connectedthe rear ends of two stationary distributing pipes F F1 by means ofupper and lower rotatable connections or swivel joints f2, f3 which arearranged axially in line with the trunnions.

TVarious means may be provided for controlling the admission of theactuating medium into the pilot cylinder and its escape therefrom, thoseshown in Figs. l, 2, 3, 8, 9 and 10 being constructed as follows: Grepresents a valve casing which is mounted on any suitable part of theship but preferably in the forward part thereof on the deck o so as topermit of convenient manipulation thereof by the helmsman or steersmanin the pilot house g or on the bridge g1 overhead. On its inner sidethis valve casing is provided avith four radially and equidistant ribsor partitions h the inner edges of which are engaged by a rotatablecircular cut-off valve H which will be hereinafter described and whichtogether with the valve casing and its partitions forms four valvechambers 711, 72,2, k2, /Lt arranged in an annular row about the axis ofsaid circular valve. The front ends of the distributing pipes F, F1communicate with the valve chambers h2, h3 which are arranged ondiametrically opposite sides of the valve casing while the remaining twovalve chambers itl, are connected respectively with a supply pipe F2whereby the live or active pressure medium is supplied for actuating thepiston in the pilot cylinder and an exhaust pipe F3 whereby the spentpressure medium or actuating fluid is withdrawn from the pilot cylinder.rEhe circular cutoff valve H is provided with four equidistant radialports 1, 2, 2, 4 which normally open respectively into the valvechambers 71.1, 7b2, k3, h4, as shown in Fig. 10. l/Vithin thecylindrical cut-off valve is arranged a plug-shaped pilot valve J whichextends diametrically across the bore of the cut-0E valve and engages atopposite edges with the surface thereof so that transfer chambers j, jlare formed within the cut-off valve on opposite sides of the plug valve.Upon rotating the central or plug valve its opposite ends may be broughtover the distributing ports so as to cover t-he same, as shown in Fig.10, or these distributing ports may be uncovered by the cut-o valve andeach of these ports placed in communication either with the supply portor the exhaust port of the cut-off valve.

As shown in Fig. 10, the position of the parts of the valve mechanismcorrespond to the position of the parts shown in full lines in Fig. 5,in which the rudder is in its central position. 1f it is now desired toturn the rudder to port side, as indicated by dotted lines in Fig. 5,the central or pilot valve J is turned in the direction of the arrow,Fig. l0, so as to uncover the distributing ports 2, 3 and place thesupply port 1 in communication with-the distributing port 2 and theexhaust port 4 in communication with the distributing port In thisposition of the valve mechanism, the pressure medium supplied by thepipe F2 passes successively through the supply chamber lil, supply port1, transfer chamber l7', distributing port 2, distributing chamber 7b2,distributing pipe F and branch passage f of the pilot cylinder to therear end of the latter, whereby the piston therein will be movedforwardly to turn the rudder to the port side of the ship, as indicatedby dotted lines in Fig. 4. rlhe spent actuating medium in the front endof the pilot cylinder during this time is discharged therefrom andpasses successively through the branch passage fl of the pilot cylinder,distributing pipe F1, distributing chamber h3, distributing port 3,transfer chamber jl, exhaust port 4, exhaust chamber hf and out throughthe exhaust pipe F3. ff it is desired to turn the rudder toward thestarboard side oit the ship the cut-ott valve Ilis turned in a directionopposite to that indicated by the arrow in Fig. l0, untilv thedistributing port r and the supply port h1 are placed in eommunication`and the distributing port h, and the exhaust port rl are placed incommunication. In this position ot the valve mechanism the pressuremedium supplied by the pipe F2 passes successively through the supplychamber fr?, supply port fit, transter chambe` distributing port 3,distributing clmmber h, distributing pipe llL and branch passage 'l tothe 'trent end ot the pilot cylinder' whereby the piston oit the latteris moved rearwardly and the rudder is shifted toward the starboard sideot thc ship, as shown by Ylull lines in Fig. 3. At the same time thespent pressure medilnn `in the rear end of the pilot cylinder isdischarged therefrom and passes successively tln'ough the brauch passagef, distributing pipe F, distributing chamber le?, distributing port 2,transfer chamber jl, exhaust port fi", exhaust chamber /ri and outthrough the exhaust pipe F3.

rlhe central or pilot valve may be turned in the manner described by anysuitable mechanism from any suitable part of the ship but, as shown inthe drawings, the mechanism for this purpose is constructed to permit otturning this valve either from the pilot house g or from the bridge g1ot the ship which are arranged vertically in line with the valvemechanism. This pilot valve operating device is best shown in F 8, t)and 10 and comprises a central upright shaft or stem l( which projectsupwardly 'from the pilot valve through the `floor ol the pilot house andthe bridge, a radial handle or arm L secured t0 the valve stem K withinthe pilot house, and a radial handle or arm LL secured to said stemabove the bridge. By this means the pilot valve may be turned by thehelmsman or steersman at either ot' these places. In order to enable thepilot valve to be set at a predetermined position, the handles or armsL, L1 are arranged respectively to traverse dials Z, Z1 each of which ispreferably constructed in the shape ot a segment and supported by meansof a standard Z2 on the adjacent tloor or other stationary part oit.:the ship and each arm may be held in its adjusted position by means ot'a catch or detent pawl Z3 movable radially on the adjusting arm andadapted to engage with one or the other of a segmental row oit notchesZt in the edge of the dial, as shown in Figs. 8 and 9.

The pressure medium or liquid which is supplied by the pipe F2 forshitting the pilot piston bacli'wardly and forwardly in the pilotcylinder is preferably supplied from a delivery or supply reservoir ortank M in which the same is stored under pressure and the spent pressuremedium which is discharged by the exhaust pipe F3 is preferably storedin a receiving reservoir or tank M1. As the liquid is withdrawn from thesupply delivery tank means are provided for rcplenishing the same fromthe liquid which is returned into the receiving tank, this mechanismbeing preferably constructed as iollows: N represents a pump which isoperated by a steam or other pressure medium and which has the inlet oitits pumping cylinder connected by a pipe a with the receiving tank M1while its outlet is connected by a pipe u1 with the delivery tank M. 0represents a valve arranger-l in the pipe oAl which supplies thepressure medium lfor operating the pump. This valve is adapted to beopened and closed as the pressure in the de livery tank :falls andrises, this being ell'ccted by connecting the plug or stopper ol. thevalve 0 with the actuating member ot a pressure regulator l which isconnected by a pipe y) with the delivery tank lll. lVhen the pressure inthe delivery tank drops be low the normal the regulator l operates toopen the valve 0 and admits steam or other actuating medium to theengine or motor of the pump, thereby causing liquid to be transterredfrom the receiving tank to the delivery tank. lil/'hen the normalpressure in the delivery tank has again been restored, the regulator loperates to close the valve o, thereby stopping the pump and arrestingthe :further translicr oit liquid trom the receiving tank to thedelivery tank. ly this means the pressure in the delivery tank ismaintained automatically so as to insure the required pressure on theliquid Vtor properly and promptly actuating the pistou oli thc pilotcylinder when it is desired to change the course otl the ship or theposition oit the rudder. ll'lhcn the steering gear is in workingcondition the pilot cylinder and the conduits and other parts connectedtherewith are filled with the actuatingl mediuln or liquid so that theparts to be actuated move promptly the instant the liquid is propelled.

Means are provided which mcrate to shilt the cut-oli valve so as toautomatically arrest the rudder a't`ter the same has moved to aprtuletermincd position :orrcsponding to thc position at which the pilotvalve has been previously set by either ot its arms L, Ll. ',l'hcmechanism lor thus operating the cut-oill valve is best shown in lt`igs.3, S, il and l() and is constructed as 'lo|lows: Q. represents a primarycutotl` cylinder which is arranged lengthwise on the deck 7,; adja centito the rudde post and which contains a piston (j connected with theshort arm ot the tiller by means oli a piston rod ci passing through therear head oit said cut-olt c vlin der. The latter is capable othorizontal oscillation to permit the same and its piston l tl() and rodto adapt themselves to the position of the tiller, this being e'ected bymeans of vertical trunnions g2, Q3 arranged on its upper and lowersides, and journaled in upper and lower bearings 1, r1 formed on astandard l?, which is supported on the adj acent part of the deck Z). Anactuating medium which preferably consists of a liquid under pressure isalternately introduced into and exhausted from oppositeends of thecylinder Q by means of two branch passages S, 81 formed on the primarycut-off cylinder, the upper one s extendmg from the rear end of theprimary cut-off cylinder to the upper trunnion while the lower one s1extends from the front end of the cylinder to the lower trunnion, andtwo transfer or circulating pipes S, Si which are connected at theirr-ear ends respectively with the upper and lower trunnions by means ofswivel or rotatable joints or connections s2, S3, as shown in Figs. land 5.

T represents a crank arm which forms partv of the means for operatingthe cut-off valve and which is secured radially to the upper end of thecut-off valve, as shown in Figs. 3 and S.

U represents a secondary cut-olf cylinder forming part of a motorwhereby the cutolf valve is oscillated and which contains a aiston aconnected with the valve arm T by a piston rod al passing through therear head of the cylinder. rThis cylinder is made capable of oscillationin a horizontal plane by means of upper and lower vertical trunnions u2,M3 arranged centrally at the top and bottom thereof and ournaled inupper and lower bearings 'u v1 arranged on a standzwd V on the adjacentpart of the deck t. Communicat-ionis established between the front endof the primary cut-0E cylinder and the front end of the secondary cut--olf cylinder and also between the rear end of the primary cut-o cylinderand the rear end of the secondary cut-olf cylinder, this beingpreferably effected by means of upper and lower branch passages w, w1formed in the secondary cut-off cylinder, the upper passage w extendingfrom the rear end of this cylinder to the upper trunnion, and the lowerpassage 'w1 extending from the front end of this cylinder to the lowertrunnion,

and swiveling or rotatable joints or connections wg, w3 between thefront ends of the transfer' pipes S, S1 and the upper and lowertrunnions u2, a3, respectively. Then this apparatus is in use thecylinders Q3, U and the pipes and passages connecting opposite ends ofthe same are completely filled with liquid, preferably oil or similarmaterial which is not liable to freeze at low temperatures. As therudder moves from one end of its stroke to the other, the pri" marycut-off piston connect-ed therewith is caused to move from one end ofits cylinder to the other thereby expelling the liquid from one of itsends and receiving liquid in its opposite end. The liquid thus expelledfrom the primary cut-off cylinder is forced into one end of thesecondary cut-oilz cylinder whereby the piston in the latter is driventoward the opposite end of the same and the liquid in the last mentionedend of the secondary cut-off cylinder is delivered into the filling endof the primary cut-oni cylinder. As the rudder is moved in the oppositedirection, the movement of the piston in the primary cylinder causes areversal of the flow of the liquid in these cylinders and the conduitsconnecting the same, whereby the piston in the secondary cylinder' ismoved in the opposite direction. lnasmuch as the piston of the secondarycylinder is connected with the arm of the cut-off valve the latter issimultaneously moved with the rudder and always occupies a definiteposition relatively to the latter. This movement of the cut-olf valve inharmony with t-he rudder is utilized to effect an automatic closure ofits distributing ports 2, 3 in cooperation with the pilot valve when therudder has reached the predetermined position corresponding to theposition at which the pilot valve has been set by the helmsman.

As shown in full lines in Fig. 5, the rudder is in its central position,and while the rudder is in this position the cut-oft' valve and t-hepilot valve are in their central positions so as to close both of thedistributing ports, as shown in Fig. 10.

lf it is desired to move the rudder from its central position, shown byfull lines in F ig. 5, toward the port side of the ship, as indicated bydotted lines in the same gure, the pilot valve is turned in thedirection of the arrow to an extent corresponding to the angle which itis desired to shift the rudder toward the port side.` llVhen the pilotvalve is thus shifted, the supply and distributing ports 1, 2 of thecut-off valve are placed in communication so that the pressure mediumfrom the supply pipe is admit-ted to the rear end of the pilot cylinder,whereby the piston therein is moved forwardly and the rudder is turnedtoward the port side and at the same time the exhaust port t and thedistributing port 3 of the cut-olf valve are placed in communication soas to permit the liquid to pass from the front end or" the pilotcylinder into the receiving' tank. lVhile the rudder is being thus moved-by the piston of the pilot cylinder, the pilot valve remains stationarybut the cut-off valve is moved or turned in the same direction in whichthe pilot valve was moved in setting the same by reason of t-he shiftingof the liquid in the cylinders Q, U and the pistons therein which iselfected by the connection between t-he rudder and the primary cylinderQ, and the connection between the pistonv of the secondary cut-olfcylinder and the cut-ottA valve. this movement of the eut-oil'l valve inthe described direction continues until its disti'iliutingv ports 2, iai'e again brought in line with opposite ends of the pilot valve and areclosed by the same, thereby automatically shutting olf the supply ofpressure medium to the rear end of lthe pilot cylind and the escape ofthe liquid from the front end thereof, whereby the movement of therudder is arrested. lie extent which the cut,- oitf valve moves in themanner described va ries according to the distance which the pilot valvehas been moved away from the distributing ports. When itI is desired toshift the rudder only to a small extent in either direction from itscentral position or .from the position which it previously oc cupied,the pilot valve is moved in the same measure away from the distributingports and it follows that the rudder would only move a corresi'iondingdistance and shift the cut-oft valve in the same direction as the pilotvalve has previously been nioved for causing the distributing ports ofthe cutolf valve to be again closed by the opposite ends of the pilotvalve; This operation of the cut-ott valve relatively to the pilot valveis the same upon setting the pilot valve :for turning the rudder eithertoward the right or toward the left from any position of rest which itmay occupy. inasmuch as the pilot cylinder and the supply and exhaustconduits connected therewith ail always titled with the actuatingliquid` the rudder is shifted promptly and reliably in accordance withthe shifted position of the pilot valve and after the rudder has reachedthe preA determined position it is reliably held there under normalcondition.

Means are provided for enabling the helmsman in the pilot house or onthe bridge to observe the .movements of the rudder and the positionwhich it at any time occupies. The means for this purpose are preferablyassociated with the cut-ottl valve and the pilot valve, as shown inFigs. l, 3, S and S). The same consist of an upright tubular shaft tsurroundingl the cut off valve stem or shaft throughout nearly itsentire height and secured at its lower end to the cutoff valve arm T andprog vided adjacent to the pilot valve arms with pointers t1, z. Thelatter preferably project from the hollow cut-oftl valve shaft in adirection opposite to the pilot valve handles L, L1 and traverse dialsor scales t3, ift which are mounted on the standards Z2 and preferablyformed in one piece with the pilot valve dials Z, Z. The upper pilotvalve arm L1 is arranged above the upper end of the cut-oft' valve shaftbut the lower pilot valve arm L n the pilot house projects through asegmental slot t, foi-ined in the adjacent portion of the cut-olf valveshaft'. 'Ilie pointers fil, it traverse the dials or scales f, I" in thesame measure as the cut-ott" valve is moved by the rudder, therebyenabling the helinsnian to observe the movements of the rudder and theposition which it at any time occupies so that he can govern himselfaccordingly.

ln the absence ot' any provision to permit the rudder to yield when anundue pressure is exerted against the same, as for instance when thesame strikes an obstruction or when it is hit by a heavy wave7 therudder or its operating mechanism would be liable to break. ln order topermit the rudder to yield when an abnormal pressure or strain of thecharacter indicated is cxerted against the saine, relieving means areprovided which prclierabliY consist of two relief ports or passages ai,a," extending through the pilot piston from one face to the other andtwo relief valves X, X1 arranged respectively in these openings orpassages and each held by means of a sjjn'ing ai against a scat in therespective passage, as shown in Figs. 3, (i and 't'. The seat in oneoit' these relief passages :faces in one direction while that of theother reliel. passage faces in the opposite direction and the valvesengaging therewith move op positie relatively to each other uponopeningl or closing their respective jmssages. The springs ot' therelief valve are of sutli cient strength or tension to hold the reliefval ves sluit and thus render the pilot piston jjn'actically solid oriinperforate when the rudder encounters normal resistance or issubjected to normal pressure. lVhen, however, the rudder encountersabnormal resistance or is subjected to abnormal pressure one or theother of the relief valves in the pilot piston, depending upon thedirection of movement of the rudder and pilot piston, forced away fromits seat by the body of the liquid in that end oit the pilot cylindertoward which the pilot piston is moved, thereby permitting the pilotpiston and the rudder to give way under the ab normal strains to whichthe rudder is subjected by permitting the liquid to p'ass through thepilot piston from its advancing side to its trailing side. After theundue pressure or strain on the rudder hasl terminated, the relief valveof the pilot piston which was temporarily opencd isnow closed and thispiston is again p 1actically solid as tiefere. During this abnormalmovement of the rudder the cut-oft Avalve is also shifted in the sainemeasure by reason ot the operative connection between the same and therudder, although the pilot valve remains in the position where it hasbeen set by the helinsman. .'\ssuming that the otlicer .has left thepilot valve in its central position,

as shown in Fig. 10, and the rudder is in the corresponding centralposition, as shown in full lines in Fig. 5, and that a wave of abnormalpower has shifted the rudder toward port side, as indicated by dottedlines in the same gure, this will cause the cut-off valve to be turnedindependently of the pilot valve in the direction of the arrow, Fig. 10,to a corresponding extent and thereby uncover the distributing ports2'2, 3, whereby the supply port l vis placed in communication with thedistributing port 3 and pressure liquid is admitted to the front end ofthe pilot cylinder and causes the piston therein to be movedbaclrwardly, and the exhaust port 2'4 is placed in communication withthe distributing port 2 so as to permit the liquid displaced from therear end of the pilot cylinder to escape from the distributing pipe Fthrough the exhaust pipe. The pilot piston and the rudder are thusreturned to the normal position from which they have been displaced byabnormal strains against the rudder and while the pilot piston andrudder are thus returning to the normal position corresponding to theposition of the pilot valve, the cut-off valve is also turned in areversed direction or opposite to that indicated by Fig. l0, until thedistributing polrts .are again closed by opposite ends of the pilotvalve. `When this occurs t-he normal relation of the parts is againrestored this being effected automatically without requiring anyattention on the part o f the helmsman. This operation of the relievingmeans and the automatic restoration means for the rudder and other partsoperates reverse to the manner just described when the rudder isdeflected toward starboard from its normal position.

instead of mounting the pilot cylinder and primary and secondary cut-offcylinders so that they can adapt themselves to the parts which theyactuate, these cylinders may be stationary and suitable means may beprovided for connecting the rods of their pistons with the parts whichthey actuate to accord with this changed construction. For instance, asshown in Figs. 17 and 18 the pilot cylinder D1 and the primary cut-olicylinder Q1 are mounted on a stationary base D2 and the rods (Z4, Q4 oftheir pistons d5, g5 are connected with slides CZ, Q which move inradial guideways (Z7, Q7 on the tiller C2. ln this construction thetiller has but one arm and the piston rods of the pilot cylinder and theprimary cut-off cylinder are connected with this arm on the same side ofthe rudder post instead of being connected with separate tiller arms, asshown ir` Fig. 5. The advantage in employing stationary cylinders, asshown in Fig. 17, is that the liquid pipes F, F1 S, S1 may be directlyconnected with opposite ends of these cylinders and the use of swiveljoints between the same and the cylinders therefore avoided.

ln Figs. l1 and 12 the secondary cuteofl" cylinder U1 containing apiston U2 is also made stationary so as to avoid the use of swivelconnections between the same and the transfer pipes S, S1. These figuresalso show a modified construct-ion of the valve mechanism in which thepilot and cut-off valves have a reciprocating movement instead of anoscillating movement. This modified construction of valve mechanism isas follows: Y represents the valve chamber which has its upper sideconnected with a pressure supply pipe g/ through which the pressuremediums such as a liquid is supplied wliile its lower side is connectedwith distributing pipes g/l, y2 and an exhaust pipe g3, the latter beingat the center of the valve chamber and t-he distributing pipes onopposite sides of the exhaust pipe and leading to opposite ends of thepilot cylinder.' Resting upon the bottoni of this valve chamber is aslidingvcut-off valve Y1 the stein or rod @/4 of which passes throughthe valve chamber and is connected by a coupling head g5 with theopposing end of the piston rod 'fz/G of the stationary cut-0H cylinderU1. On its underside the cut-off valve is provided with threelongitudinal grooves y?, g/S, fz/9 which are constant-ly in register,with the distributing and exhaust pipes y1, y2, Ai/S, respectively. rThecut-od valve Y1 is also provided centrally with an exhaust port y1"extending from its upper side into its central groove and on oppositesides of the exhaust port with distributing ports y, y extending fromits upper side into the respective side grooves, said distributing ports being on opposite sides of a transverse line drawn through thecentral exhaust port so that these ports together are arranged in adiagonal row relatively to the direction of movement of the cut-offvalve. Z represents a pilot valve which slides lengthwise on top of thecut-ofi valve and parallel thereto and which is provided on itsunderside with a cavity or recess e which is adapted to connect eitherone or the other of the distributing ports y, y with the exhaust porty1() of the cut-off valve. The pilot valve is provided with a stem orrod Z1 which extends through the valve chamber and is connected outsideof the latter by means of a coupling head Z2 with a rock arm Z3 on anupright adjusting shaft e4. This shaft performs the same function as thepilot shaft K in the construction shown in Fig. 8 and may be providedwith similar means for turning it and shifting the pilot valve in onedirection or the other relatively to the cut-off valve. The head y5 ofthe cut-off valve rod is also connected with an arm z5 on a hollowupright rock shaft Z6 which surrounds the pilot llO valve shatt and maybe. be connected with an indicating meclmnisni such as thatl shown inFigs. 8 and 9, so that the position o'l" the eut-olil valve and theparts tamnected therewith may be observed by the helmsman.

ln the position ot the pilot and cut-oil valves represented in Fig'. l2the same are in their' central position which corresponds `to thecentral position ol. the rudder and ot the pistons in the pilotIcylinder and the primary and secondary cut-ottI cylinders. ln thisposition et the pilot valve the end portions 'therco'l" cover both o'l."the distrilnitingl po1'tsj1/11,7/1- and only the cent 'al exhaust port rj//lo is in coinmunication with the cavity on the underside oit thepilot valve. Communication between the supply pipe .e/ and bothdistributing pipes is eut ott and the apparat-us is at rest. Upon movingthe pilot valve in one direction so that its end portions uncover thedistributing ports ot the cut-ott' valve one ot the distributing portswill be placed in communication with the supply pipe jr/ and permit theliquid under pressure to pass to one end ot the pilot cylinder while'the other distributing port will be placed by the cavity o'l lthe pilotvalve in comn'ninication with the exhaust port and pipe, therebypermitting' the liquid eX- pelled from the opposite end ot the pilotcylinder to escape there'lrom. Upon moving the pilot valve in theopposite direction the relation of the distributing' ports to the snpplyand exhaust pipes is reversed and `the liquid in the pilot cylinder iscaused to move the piston therein and, the rudder connected therewith inthe opposite direction. the rudder is moved by the liquid in response tothe shitting oit' the pilot valve to a predetermined position the pistonof the secondary c ylinder connected with the sliding cnt-ott' valve isoperated by the liquid transferring operation oit 'the primary cuto'ttcylinder so that the ent-oil valve follows the movement ot the pilotvalve until both distributing ports ol the sliding' cnt-ott valve areagain closed by the end portions ot the pilot valve and the rudder isbrought to rest automatically at the predetermined position at which thepilot valve has been set. rlhe falve mechanism shown in Figs. ll-ltloperates in either direction and is also capable ot etl'ecting automaticrestoration et the rudder when the same is deflected out of its positionby abnormal conditions when combined with the reliei. meehanisin shownin Figs. G and 7,

lt will be observed that in this steering' gear there is no lost motionin the train ot Aparts which set the steering mechanism and the meanswhich actually operate the rudder, thereby enabling' the latter to beoperated promptly and reliably and giving the master ot a ship muchbetter control over Vthe same than has been possible by the use ot thesteering gears hereto'tore in use. lt is also possible 'l'or thehelmsman to determine with certainty whether or not' the rudder respondsto the setting device and is moving' to the pesition desiret'l and alsoenables him to observe when it reaches this position.

Furthermore` my improved steering gear permits ot holding the rudderless rigidly in position than has been necessary hereto'tore inasmuch asit is automatically returned to its normal position innnediately al'terthe strain upon the, same is rennn'ed, thereby reducing' Vthe liabilityot breaking the rudder or its (qierating mechanism.

itlthoug'h the construction shown in the drawings is the best emlmdimentet my invention which llas occurred to me and has proven satis'lzu'toryin use, it. is to be understood that the invention is not limited to thestructure here shown as the same may be varied and lstill contain thcessence ot my invention.

l claim as my invention:

l. A steering' gear 'tor ships comprising a motor cylimler, a pistonarranged in the cylinder and operatively connected with the rudder o'lEthe ship(` means lor admitting' a pressure medium to and exlunisting'the same trom opposite ends olt said cylinder, a pilot valve. tordirecting' the action ot the pressure mediumA` and means lorautomatically arresting the a ftion ot the pressure medium when therudder has been moved to the position corresponding to the position littwhich the pilot: valve has been set comprising a eut-oli' valvecoolrmrating with the pilot 'valve and means :lor causing said cut-ottvalve to move in unison with the rudder comprising a primary cut-ottcylinder, a primary cut-ott' piston arranged in said primary cylinderand operatively connected with the rmlderl a secondary cutott cylinder.a secondary eut-olli' piston arranged in the secondary cylinder andoperatively connected with the cut-ott valve1 and conduits 'lortransmitting an actuating niediuln connecting' opposite ends o't theprimary ent-ott' cylinder with opposite ends ot the secondary eut-ottcylinder.

2. A steering' g'car lor ships comprising pilot cylinder, a pistonarranged in the pilot cylinder and operatively connected with therudder` a pipe adapted to supply an active pressure liquid7 an exhaustpipe adapted to receive the spent pressure liquid liquid distributing'pipes connected with opposite ends o'l" the pilot cylimler, a primarycut-o'll` cylinder, a ln'imary eut-ott' piston operatively connectedwith the rudder, a secondary cut ott cylinder having its opposite endsconnected with opposite ends ot the primary cut-ell' cylinder byconduits which shilt liquid 'trom one ot these cylinders to the other, asecomlary cut-ott' piston arl at ranged in the secondary cylinder, apilot Witness my hand this 7th day of January,

Valve for connecting said distributing pipes 1909.

with said supply pipe or With said exhaust pipe, and a eut-off Valveoperatively con- JOHN S' BLAUVELT' neeted with said secondary eut-O'piston Witnesses:

THEO. L. POPP,

and adapted to eut off said distributing ANNA HEIGIS.

pipes from said supply and exhaust pipes.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents, Y

Washington, 2D. C.

